WO2016044327A1 - Système et procédé d'automatisation de porte de quai - Google Patents

Système et procédé d'automatisation de porte de quai Download PDF

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Publication number
WO2016044327A1
WO2016044327A1 PCT/US2015/050271 US2015050271W WO2016044327A1 WO 2016044327 A1 WO2016044327 A1 WO 2016044327A1 US 2015050271 W US2015050271 W US 2015050271W WO 2016044327 A1 WO2016044327 A1 WO 2016044327A1
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WO
WIPO (PCT)
Prior art keywords
trailer
dock
docking bay
sensors
truck
Prior art date
Application number
PCT/US2015/050271
Other languages
English (en)
Inventor
Robert Paul AVALOS
Original Assignee
Niagara Bottling, Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Niagara Bottling, Llc filed Critical Niagara Bottling, Llc
Publication of WO2016044327A1 publication Critical patent/WO2016044327A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/003—Restraining movement of a vehicle at a loading station using means not being part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P1/00—Vehicles predominantly for transporting loads and modified to facilitate loading, consolidating the load, or unloading
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/006—Centring or aligning a vehicle at a loading station using means not being part of the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G69/00—Auxiliary measures taken, or devices used, in connection with loading or unloading
    • B65G69/28—Loading ramps; Loading docks
    • B65G69/287—Constructional features of deck or surround
    • B65G69/2876—Safety or protection means, e.g. skirts
    • B65G69/2882—Safety or protection means, e.g. skirts operated by detectors or sensors
    • E—FIXED CONSTRUCTIONS
    • E06—DOORS, WINDOWS, SHUTTERS, OR ROLLER BLINDS IN GENERAL; LADDERS
    • E06B—FIXED OR MOVABLE CLOSURES FOR OPENINGS IN BUILDINGS, VEHICLES, FENCES OR LIKE ENCLOSURES IN GENERAL, e.g. DOORS, WINDOWS, BLINDS, GATES
    • E06B3/00—Window sashes, door leaves, or like elements for closing wall or like openings; Layout of fixed or moving closures, e.g. windows in wall or like openings; Features of rigidly-mounted outer frames relating to the mounting of wing frames
    • E06B3/32—Arrangements of wings characterised by the manner of movement; Arrangements of movable wings in openings; Features of wings or frames relating solely to the manner of movement of the wing
    • E06B3/34—Arrangements of wings characterised by the manner of movement; Arrangements of movable wings in openings; Features of wings or frames relating solely to the manner of movement of the wing with only one kind of movement
    • E06B3/42—Sliding wings; Details of frames with respect to guiding
    • E06B3/44—Vertically-sliding wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G2207/00—Indexing codes relating to constructional details, configuration and additional features of a handling device, e.g. Conveyors
    • B65G2207/40—Safety features of loads, equipment or persons
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/10—Plc systems
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/20—Pc systems
    • G05B2219/26—Pc applications
    • G05B2219/2638—Airconditioning

Definitions

  • the field of the present disclosure generally relates to docking truck trailers. More particularly, the field of the present disclosure relates to a system and a method for automated engaging and disengaging of a truck trailer at a loading dock.
  • a loading dock or loading bay is an area of a building where products and goods are loaded and unloaded.
  • Loading docks suitable for truck trailers are commonly found on commercial buildings, industrial buildings, and warehouses for delivery and shipping of equipment, products, and goods.
  • Shipping plants and distribution centers typically have a multiplicity of loading docks, and service a continual stream of incoming and outgoing trucks,
  • a conventional shipping process utilized by many shipping plants and distribution centers requires a dock coordinator or a forklift operator to manually open each dock door for an incoming trailer and then use a dock commander control system to engage a vehicle restraint and dock leveler.
  • a system and a method are provided for servicing a truck trailer at a docking bay.
  • the system comprises a programmable logic controller (PLC) system configured to operate the docking bay to accept, secure, and release the truck trailer.
  • PLC programmable logic controller
  • a first sensor and a second sensor are configured to detect an angle between a centerline of the docking bay and the truck trailer during backing into the docking bay.
  • At least a third and fourth sensors are configured to detect a distance between a wall of the docking bay and the truck trailer.
  • An outside lighting system is in communication with the PLC system and configured to provide feedback to a truck driver during backing of the truck trailer into the docking bay. The outside lighting system is configured to operate in response to signals passed from the sensors to the PLC system.
  • a vehicle restraint system is in communication with the PLC system and configured to engage the truck trailer.
  • An overhead door is configured to be opened by the PLC system once the trailer is engaged by the vehicle restraint system.
  • a dock leveler is configured to be deployed by the PLC system after the overhead door is open.
  • An inside dock light in communication with the PLC system is configured to indicate a status of the truck trailer to dock personnel.
  • a system for servicing a truck trailer at a docking bay comprises a programmable logic controller (PLC) system configured to operate the docking bay to accept, secure, and release the truck trailer; at least a first sensor and a second sensor to detect an angle between a centerline of the docking bay and the truck trailer during backing into the docking bay; at least a third and fourth sensors to detect a distance between a wall of the docking bay and a rearmost portion of the truck trailer; an outside lighting system in communication with the PLC system and configured to provide feedback to a truck driver during backing the truck trailer into the docking bay, the lighting system configured to operate in response to signals from the first, second, third, and fourth sensors; a vehicle restraint system in communication with the PLC system and configured to fixate the truck trailer within the docking bay; an overhead door in communication with the PLC system and configured to open once the trailer is fixated by the vehicle restraint system; a dock leveler in communication with the PLC system and configured to deploy after the overhead
  • PLC programmable logic controller
  • the first sensor and the second sensor are positioned with a substantially equivalent distance from a dock centerline and a substantially equal height above the top of a dock shelter.
  • each of the first sensor and the second sensor comprises two sensors positioned adjacent to one another, such that the sensors have a substantially equal height above the top of the shelter, the two sensors being oriented vertically so as to detect the presence of a top of the truck trailer.
  • the two sensors are laser guided vehicle (LGV) sensors.
  • the third and fourth sensors further comprise a first sensor and a second sensor located below the floor of the docking bay.
  • the first and second sensors are LGV sensors.
  • the vehicle restraint system engages the truck trailer following a time delay after the truck trailer is sufficiently positioned within the docking bay.
  • the overhead door is opened and the dock leveler is deployed.
  • the PLC system is configured to switch to an Alarai Mode and flash the outside signal lights and the inside dock light red and green simultaneously to indicate a fault when the vehicle restraint system fails to properly engage the truck trailer.
  • the outside lighting system comprises outside signal lights configured to indicate to the driver when to move the truck trailer during backing into and exiting the docking bay.
  • the outside signal lights flash green to indicate to the truck driver that the docking bay is ready to receive the truck trailer, and wherein the inside dock light flashes red to indicate to dock personnel that the trailer is not yet ready for servicing.
  • the outside signal lights switch from greed to red to indicate to the truck driver to stop backing the trailer into the docking bay once the truck trailer is sufficiently aligned and centered within the docking bay.
  • the outside lighting system comprises directional arrow lights configured to help the driver to properly orient the truck trailer with respect to the centerline of the docking bay, and wherein a passenger side and a driver side of the directional arrow lights communicate to the driver directions to steer the trailer.
  • the directional arrow lights remain off while the tmck trailer is properly aligned with the centerline.
  • either the passenger side or the driver side of the directional arrow lights illuminate with a steady yellow color when the trailer is not properly aligned with the centerline.
  • either the passenger side or driver side of the directional arrow lights flash yellow when the trailer has an improper offset angle relative to the centerline of the docking bay.
  • a method for providing an automated docking bay comprises positioning one or more sensors to detect an orientation of a truck trailer and the docking bay; coupling a programmable logic controller (PLC) system with the one or more sensors; configuring the PLC system to signal a truck driver in response to orientation data received from the one or more sensors; placing the PLC system in communication with a vehicle restraint system, such that the PLC system causes the vehicle restraint system to engage and fixate the truck trailer in response to the orientation data; configuring the PLC system to raise an overhead door and deploy a dock leveler once the vehicle restraint system fixates the truck trailer; and configuring the PLC system to indicate a status of the truck trailer to dock personnel.
  • PLC programmable logic controller
  • positioning one or more sensors comprises deploying at least a first sensor and a second sensor so as to detect at least one angle of an alignment of the truck trailer relative to a centerline of the docking bay, and deploying at least one sensor to detect a distance between a wall of the docking bay and a rearmost portion of the truck trailer.
  • configuring the PLC system to signal the truck driver comprises implementing outside signal lights whereby the PLC system may direct the driver during backing into and exiting the docking bay.
  • configuring the PLC system to deploy the dock leveler comprises receiving signals from at least one of the one or more sensors so as to determine that the dock leveler is clear of obstruction before deployment thereof.
  • Figure 1 is a plan view of an exemplary embodiment of a truck trailer docking bay according to the present disclosure
  • Figure 1A illustrates a close-up view of sensors incorporated into the exemplary embodiment of the truck trailer docking bay illustrated in Fig. 1, according to the present disclosure
  • Figure 2 is an isometric view of an exemplary embodiment of a truck trailer docking bay in accordance with the present disclosure
  • Figure 3 illustrates a top view of an exemplary embodiment of multiple sensors being used to align a truck trailer and trigger an engagement of dock equipment, according to the present invention
  • Figure 4 is a schematic illustrating an exemplary embodiment of a workflow method utilizing fully automated dock equipment incorporated into a truck trailer docking bay in accordance with the present invention
  • Figure 5 is a table illustrating a multiplicity of certain parameters pertaining to aligning a truck trailer at a dock, according to the present disclosure.
  • Figure 6 is a table illustrating a multiplicity of certain dimensions pertaining to aligning a truck trailer at a dock in accordance with the present disclosure.
  • the present disclosure describes a system and method for automatically engaging a truck trailer at a loading dock.
  • the system comprises a signal system, such as a programmable logic controller (PLC) system, configured to switch the loading dock to a ready-to- engage mode whereby the loading deck is ready to accept an incoming truck trailer.
  • PLC programmable logic controller
  • the system engages automatically when a trailer is properly parked at the loading dock.
  • At least a first sensor and a second sensor are configured to measure an alignment of a trailer relative to a centerline of the loading dock.
  • at least a third and fourth sensors and a fourth sensor are configured to measure a distance between the wall of the loading dock and a rearmost portion of the incoming trailer and the angle of such.
  • the first, second, third, and fourth sensors comprise a laser guided vehicle (LGV) system.
  • LGV laser guided vehicle
  • Outside signal lights operating in response to signals from the first sensor and the second sensor provide feedback to a truck driver backing the incoming trailer toward the dock door.
  • a vehicle restraint system engages the trailer in response to signals passed to the PLC system from the first sensor, the second sensor, the third sensor, and the fourth sensor.
  • a dock door opens once the trailer is engaged with the vehicle restraint system.
  • a dock leveler deploys after the dock door opens. The dock leveler provides a smooth transition between the trailer and a floor of the loading dock.
  • An inside dock light indicates to dock personnel, such as a forklift operator, that the truck is ready to be serviced after the dock leveler deploys. Once servicing of the trailer is finished, the forklift operator may initiate releasing the trailer from the loading dock by way of PLC communication.
  • FIG. 1 illustrates an exemplary embodiment of a docking bay 100 according to the present disclosure.
  • the docking bay 100 is configured to receive a truck trailer with the trailer doors opened so as to facilitates unloading and loading items that are shipped within the trailer.
  • the docking bay 100 comprises a shelter 102 surrounding an overhead door 104 which is configured to be rolled upwards and allow entry into the interior of the truck trailer.
  • a dock leveler 108 is configured to provide a smooth transition between the trailer and a floor 112 of the loading dock.
  • the docking bay 100 further comprises a vehicle restraint system 116 configured to engage the trailer.
  • the vehicle restraint system 116 typically is a hydraulic restraining device used to fixate trucks and semi-trailers to the face of the loading dock.
  • first sensor pair 120 and a second sensor pair 124 Supporting each of the first and second sensor pairs 120, 124 is a beam 128 fastened above the docking bay 100 by way of a mount 132.
  • the beams 128 generally are elongate members configured to support the sensors 120, 124 in an extended position suitable for detecting an alignment of an approaching truck trailer, as described herein.
  • the first and second sensor pairs 120, 124 preferably are positioned with a substantially equivalent distance from a dock centeiiine 136 and a substantially equal height above a top of the shelter 102.
  • FIG. 1 A illustrates a close-up view of the sensor pair 124 with the beam 128 removed for the sake of clarity.
  • the sensor pair 124 comprises a first sensor 144 and a second sensor 148 positioned adjacent to one another such that the sensors 144, 148 have a substantially equal height above the top of the shelter 102.
  • the sensors 144, 148 are oriented vertically so as to detect the presence of a top of the truck trailer.
  • the sensors 144, 148 may each be adjusted within an angle 152 relative to true vertical so as to account for slight variations in alignment that may exist within the beam 128 and the mount 132.
  • the sensors 144, 148 are of the laser guided vehicle (LGV) variety. It is contemplated, however, that various other suitable types of sensor may be utilized for the sensors 144, 148, such as, by way of example, ultrasonic sensors.
  • LGV laser guided vehicle
  • a sensor 140 and a sensor 142 are located below the floor 112 of the loading dock behind the vehicle restraint system 116.
  • each of the sensors 140, 142 comprises one sensor, it is contemplated that in some embodiments the sensors 140, 142 may each comprise more than one sensor, such as, for example, two adjacently disposed sensors.
  • the sensors 140, 142 preferably are LGV sensors, although other types of suitable sensors are contemplated.
  • outside signal lights 156 generally are configured to indicate to the driver when to proceed with backing the truck trailer into the docking bay 100 and when to stop.
  • Directional arrow lights 160 are configured to help the driver to properly orient the trailer with respect to the docking bay 100.
  • Figure 5 illustrates a multiplicity of certain parameters pertaining to aligning the truck trailer at the docking bay 100.
  • the outside signal lights 156 and the directional arrow lights 160 operate in response to signals from the PLC system based on orientation data obtained by way of the sensors 120, 124, 140, 142 to ensure that the truck trailer is properly centered and aligned in the docking bay 100 in accordance with at least one of the certain parameters illustrated in Fig. 5, including, but not necessarily limited to an angle between the dock and the trailer, an offset between the centerline 136 and the centeiiine of the trailer, and a distance between dock wall and the rearmost portion of the trailer.
  • an inside signal light 232 indicates the status of the trailer to dock personnel, and is particularly useful during times when the overhead door 104 is closed.
  • Figure 3 illustrates a top view of an exemplary embodiment 300 of sensors being used to align a trailer and trigger an engagement of dock equipment.
  • a first sensor 304 and a second sensor 308 are used to measure respective distances 306 and 310 the distance between a trailer 312 and a wall 316 of the dock.
  • knowledge of distances 306, 310, as well as a distance 314 between the sensors 304, 308 facilitates determining whether the trailer 312 is aligned with the dock door.
  • a third sensor 320 and a fourth sensor 322 measure a distance 318 between dock door and the rearmost portion of trailer 312, as well as determining whether or not the trailer doors are open.
  • the sensor pairs 120, 124 perform the operation of the first and second sensors 304, 308, respectively, and thus the sensor pairs 120, 124 ensure that the trailer is properly aligned at the docking bay 100.
  • the sensors 140, 142 perform the operation of the third and fourth sensors 320, 322, illustrated in Fig. 3, ensuring that the trailer is parked with a proper distance from the wall 316 of the docking bay.
  • one or both of the sensors 140, 142 are used to determine whether or not the trailer doors are open, as well as providing a further determination of the alignment of the trailer 312.
  • an angle between the truck trailer and the docking bay 100 is to be not greater than substantially 1 degree.
  • an offset between the centerline 136 and the centerline of the truck trailer 312 preferably is to be not greater than substantially 6 inches.
  • Figures 5-6 respectively illustrate a multiplicity of certain parameters and dimensions that may be used in the course of operating the docking bay 100 in accordance with the present disclosure. As will be appreciated, in other embodiments than illustrated herein, other parameters and dimensions may be utilized to advantageously receive truck trailers into the docking bays. As such, it should be understood that the docking bay 100 of the present disclosure is not to be limited to the certain parameters and dimensions disclosed in Figs. 5-6, but rather a wide variation of the parameters and dimensions disclosed in Fig. 5-6 may be used in conjunction with the docking bay without deviating beyond the spirit and scope of the present disclosure.
  • FIG 2 is an isometric view of an exemplary embodiment of a docking bay 200 in accordance with the present disclosure.
  • the docking bay 200 is substantially similar to the docking bay 100, as well as the operation thereof, with the exception that the docking bay 200 comprises a first sensor 220 and a second sensor 224 that are positioned on opposite sides of the shelter 102.
  • the sensors 220, 224 are oriented in a horizontal configuration and directed toward one another so as to detect the presence of the sides of a truck trailer, such as the trailer 312.
  • each of the sensors 220, 224 comprises an individual ultrasonic sensor suitable for detecting the trailer 312.
  • the sensors 220, 224 may be comprised of more than one sensor, such as, by way of example, two horizontally disposed sensors. Further, it is contemplated that the sensors 220, 224 need not be limited to ultrasonic sensors, but rather the sensors 220, 224 may be comprised of any type of sensor suitable for detecting the presence of the trailer 312, such as LGV sensors, as described in connection with Fig. 1.
  • the docking bays 100, 200 generally comprise a programmable logic controller (PLC), or an automated PLC system, which is configured to process stored instructions.
  • PLC programmable logic controller
  • the PLC incorporated into each of the docking bays 100, 200 processes the stored instructions which causes the docking bays 100, 200 to perform operations, discussed herein, so as to guide the truck trailer 312 into and out of the docking bays.
  • the PLC incorporated into each of the docking bays 100, 200 is configured to allow for human interaction, such that the docking bays 100, 200 may be switched into a manual operational mode.
  • FIG 4 is a schematic illustrating an exemplary embodiment of a workflow method 400 utilizing an automated PLC system coupled with dock equipment to provide a fully automated docking bay, such as the docking bays 100, 200.
  • the workflow method 400 is described in connection with the docking bay 100 for the sake of brevity. It should be understood, however, that the workflow method 400 may be performed with the docking bay 200, as well as various other embodiments of automated docking bays, without limitation.
  • the workflow method 400 begins at a step 404 when a trailer truck, such as the trailer 312, arrives at a front gate or security post at a distribution center or shipping plant.
  • a driver of the truck preferably provides a purchase order number or trip number to a shipping clerk at the gate.
  • the shipping clerk assigns the truck to a dock door, such as the docking bay 100.
  • the shipping clerk may use a signal system to switch the assigned docking bay into a ready-to-engage mode.
  • the ready-to-engage mode prepares dock equipment at the docking bay to receive the incoming truck. It is envisioned that the shipping clerk readies the dock equipment by way of a digital signal initiated at the front gate by way of a button, switch, touch screen, or any other suitable interface.
  • the shipping clerk may switch a System Key to an Automatic Mode position, and an Automatic Mode pilot light may switch on to indicate that the system is ready for automation.
  • the system engages automatically when the trailer 312 is properly parked at the docking bay.
  • the overhead door 104 is maintained in a closed position, the dock leveler 108 is stored and disabled, and the vehicle restraint system 116 is disengaged and disabled.
  • the outside signal lights 156 flash green to indicate to the truck driver that the docking bay is ready to receive the trailer 312, while the directional arrow lights 160 remain off.
  • the inside dock light 232 flashes red to indicate to workers within the warehouse, such as dock personnel, that the trailer 312 is not yet ready to be serviced.
  • the sensors 120, 124, 140, 142 monitor the trailer 312 as the driver backs the trailer toward the assigned docking bay 100.
  • the driver opens the trailer doors before backing the trailer toward the dock door.
  • the sensors determine whether or not the trailer 312 is properly aligned with the dock door.
  • at least one sensor determines whether or not the trailer doors are open. If a misalignment of the trailer is detected in step 416, or closed trailer doors are detected at step 420, the driver is alerted at a step 424.
  • the directional arrow lights 160 remain off while the trailer is properly centered relative to the dock centerline 136. If the trailer is not properly centered, however, either a passenger side or a driver side of the directional arrow lights 160 will illuminate with a steady yellow color. If the trailer has an improper offset angle relative to the dock centerline 136, either the passenger side or the driver side of the directional arrow lights 160 will flash yellow. It should be understood that when an individual directional arrow light illuminates or flashes, it is communicating to the driver to move the trailer in the direction of the individual directional arrow light.
  • the directional arrow lights 160 both illuminate with the steady yellow color.
  • the driver may be alerted by way of various other signals, such as different colors, flashing lights, audible sounds, horns, beeps, and the like.
  • a first light having one color may be used to indicate a misalignment of the truck, and a second light having a second color may be used to indicate closed trailer doors.
  • the outside signal lights 156 switch from green to red to indicate to the driver to stop backing the trailer 312 into the docking bay.
  • the directional arrow lights 160 turn off.
  • the inside dock light 232 switches from red to a flashing green color to indicate to dock personnel that the truck has been signaled to stop backing into the docking bay 100.
  • an additional interior beacon may be configured to flash so as to gain the attention of dock personnel.
  • the driver and dock personnel may be alerted by way of a variety of other types of signals, such as different colors, flashing lights, audible horns, sounds, beeps, as mentioned above.
  • a timed delay commences, such as a 10-second delay, after which the vehicle restraint system 116 attempts to engage the trailer 312.
  • the vehicle restraint system 116 typically is a hydraulic, self-aligning restraining device used to secure trucks and semi-trailers having an intact Rear Impact Guard (RIG) to the face of the docking bay 100.
  • RIG Rear Impact Guard
  • the vehicle restraint system 116 when engaged, limits vertical motion of the trailer 312 during loading and/or unloading by securing the RIG by way of a hydraulically positioned steel hook, while support cylinders extend under the trailer 312 to the limit vertical motion.
  • the vehicle restraint system 116 prevents forward movement of the trailer and truck which would otherwise create a dangerous gap between the face of the docking bay and the rear of the trailer.
  • the vehicle restraint system 116 may further operate as an obstruction noticeable to the driver, in the event the driver mistakenly attempts to pull the truck away from the dock while the trailer 312 is being loaded and/or unloaded.
  • the automated PLC system switches to an Alarm Mode, at which point the outside signal lights 156 and the inside dock light 232 switch to simultaneously flashing red and green to indicate that a fault has occurred.
  • an audible alarm may sound inside and outside of the docking bay 100 to bring attention to the fault. It is contemplated that a supervisor must enter a Horn Override code to silence the audible alarm.
  • the Alarm Mode Once the Alarm Mode is initiated, human intervention is required to verify that the trailer 312 is suitably secured and determine the cause of the fault.
  • dispatch office personnel may decide whether to turn away the trailer 312 from the docking bay 100 cr switch the docking bay to a Manual Mode of operation.
  • the workflow method 400 advances to a step 432 wherein the overhead door 104 automatically opens.
  • the sensors 140, 142 are used to verify that the trailer doors are open, and that the dock leveler 108 is clear of obstruction.
  • the automated PLC system waits until the obstruction is removed from the dock leveler 108 before proceeding, following a timed delay, such as a 2-second delay.
  • the workflow method 400 advances to a step 436 wherein the dock leveler 108 automatically raises, extends toward the rear of the trailer 312, and lowers onto a bed of the trailer 312. It will be recognized that dock levelers generally provide a smooth transition between the trailer 312 and the floor 112 of the loading dock, thereby minimizing jolts and jailing to forklift operators and damage to products and equipment due to "dock shock.”
  • the automated PLC system returns a "Dock Ready" signal to the dispatch office and the inside dock light 232 is turned off so as to indicate to a forklift operator, or other personnel, that the trailer 312 is secured and ready to be serviced by loading and/or unloading.
  • the inside dock light 232 may be turned green so as to indicate that the trailer 312 is ready to be serviced.
  • an Automatic Mode pilot light may be illuminated so as to indicate to dispatch personnel that the trailer is being services. It should be understood, however, that any automation fault will halt the workflow method 400 and cause the Automatic Mode pilot light to be turned off, at which point human intervention will be required to determine the nature of the fault.
  • the forklift operator indicates that the trailer 312 is ready to be released from the dock.
  • the forklift operator may indicate that the truck is ready to leave the docking bay simply by PLC communication.
  • the forklift operator may use a button or switch to initiate a "Remote Disengage Request" that is received by the automated PLC system, or is sent to the dispatch office for acknowledgement.
  • the workflow method 400 advances to a step 444.
  • the inside dock light 232 begins flashing red while the automation PLC system verifies that the dock leveler 108 is clear of obstruction before returning the dock leveler to a folded position, illustrated in Figs. 1-2.
  • an interior beacon may flash red for 15 seconds to indicate to dock personnel that withdrawal of the dock leveler 108 has begun.
  • the overhead door 104 is closed at a step 448.
  • the vehicle restraint system 116 disengages from the trailer 312 and then the outside signal lights 156 switch from red to green to indicate to the driver that the trailer 312 is finished being serviced.
  • the docking bay 100 shows as available to dispatch personnel, or to a shipping clerk at the front gate.
  • the truck driver may pull the trailer 312 away from the docking bay 100, close the trailer doors, and then proceed to the front gate to check out with the shipping clerk.
  • the automated PLC system may be switched to a Manual Mode of operation, as mentioned above.
  • the Manual Mode dock personnel may operate the equipment at the docking bay 100 by using various switches, keys, controls, or buttons. For example, once the trailer 312 is properly parked at the docking bay 100, a dock operator may press a Lock button to activate the vehicle restraint system 116 to secure the trailer. If the vehicle restraint system 116 fails to properly engage the trailer, the Alarm Mode is initiated, as described above. Once the trailer is properly secured, the operator may press a Door Open button to raise the overhead door 104 and enable the dock leveler 108.
  • a Leveler Raise button to extend the dock leveler 108 toward the rear of the trailer 312.
  • a "Dock Ready” signal may be returned by the automated PLC system.
  • the trailer 312 may then be serviced by loading and/or unloading contents therein.
  • the operator may again press the Leveler Raise button to raise and retract the dock leveler 108.
  • the operator may press a Door Close button to lower and close the overhead door 104.
  • the operator may press an Unlock button to disengage the vehicle restraint system 116 from the trailer 312.
  • the inside dock light 232 may begin flashing red
  • the outside signal lights 156 may switch to flashing green to indicate to the driver that the trailer 312 may depart from the docking bay 100.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Lighting Device Outwards From Vehicle And Optical Signal (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)

Abstract

La présente invention concerne un système et un procédé permettant de mettre en prise de manière automatisée une remorque de camion au niveau d'un quai de chargement. Des capteurs mesurent une distance et un angle d'alignement entre la remorque entrant et une paroi du quai de chargement. Un système d'éclairage extérieur guide un chauffeur de camion faisant reculer la remorque vers la porte de quai. Un système de retenue de véhicule fixe la remorque à l'intérieur du quai de chargement en réponse à des signaux provenant des capteurs. Une porte de quai basculante s'ouvre une fois que la remorque est fixée avec succès par le système de retenue de véhicule. Un niveleur de quai se déploie après que la porte de quai basculante s'ouvre. Une lumière de quai intérieure indique au personnel du quai que la remorque est prête à être traitée. Une fois le traitement de la remorque terminé, une libération automatique de la remorque par rapport au quai de chargement peut être initiée par une communication d'API.
PCT/US2015/050271 2014-09-17 2015-09-15 Système et procédé d'automatisation de porte de quai WO2016044327A1 (fr)

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US201462051632P 2014-09-17 2014-09-17
US62/051,632 2014-09-17
US14/855,175 US10106342B2 (en) 2014-09-17 2015-09-15 Dock door automation system and method
US14/855,175 2015-09-15

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US20200283247A1 (en) 2020-09-10
US11511952B2 (en) 2022-11-29
US20230166926A1 (en) 2023-06-01
US20190031455A1 (en) 2019-01-31
US10106342B2 (en) 2018-10-23
US20160075526A1 (en) 2016-03-17
US10696499B2 (en) 2020-06-30

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